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I got about 22.5 gallons of extra capacity by utilizing the in cab fuel tank from a '67-'72 vintage chevy truck. I removed the back seat from my crew cab, but I imagine with a bit of modification one might be able to gut the rear side of the seat back to make it go together. Or perhaps even rig...

Update....... Got everything installed. Truck starts and runs fine. But the Jake's manual controller doesn't seem to be doing it's job. Transmission is stuck in limp mode. 2nd and reverse only. I haven't fiddled with the timing as of yet, and the pump is still advanced far toward the driver...

This happened to me several years back. It was the fusible link at the bus bar. I replaced with one of those large marine style fuse holders and put a 40 amp fuse in it. No problems (with that part of the truck :) )since. Never did figure what fried it in the first place. Was just trying to...

So here's my latest revision to the plan. Since I still have the FASS regulator on the shelf, and it IS rated for diesel use, I will install it behind the Cummins lift, and set it up at 7-8 psi. I have ordered an airtex CV8000 inline check valve (hopefully their check valve is better than...

I'll post results in my thread "Fuel system bypass filtering".

Thanks SC.......Will see if I can find one local, then head to the bay.

Well, went to purge the system, and go for a start up today. Found the brand new airtex is dead on arrival.......Back to the drawing board. Thinking of trying a cheap gas style regulator behind the Cummins lift. Since it's return fuel from the regulator, and not the IP itself, I think the...

This sounds similar too the situation I have with my 94 that I have just grafted a DB2 onto. Some here have put forth the idea of lift pump pressure being too high as I was running a Cummins lift. I've replaced with a stock E3158 Airtex lift, and in process of adding fuel pressure gauge. Have...

Perhaps the best advice (or admonishment?) yet. In my zeal to retain a bigger lift pump, I created problems downstream that could be solved by just going back to a stock airtex E3158. So a fresh E3158 is on its way, the FASS regulator is on it's waay back, and a slightly used Cummins lift will...

I ALWAYS add TCW-3 spec for lubricity. An occasional shot of Power Service as well. I like the check valve idea. Will give it more thought.

We want a place for all the fuel not used by the regulating process of the FASS to go. The vehicles system remains untouched. I may be misunderstanding as well. By "pump inlet" we are talking about where the regulated pressure from the FASS regulator is going to at the back of the DB2 IP(?) or...

Wouldn't that defeat the purpose of the pressure regulator? Fuel enters reg, pressure is reduced and sent toward the IP, excess fuel that has been "regulated" out of the lift process goes out the bottom of the reg to be "returned". Remember, I'm only using a FASS regulator, not the entire FASS...

That's what I recall. Return goes below fuel level so theres no air lock. Figured keeping in a closed loop by returning to the fuel line behind the filter would keep the system air tight. So I wouldn't think aerating the fuel would be a concern, but maybe creating a vacuum that might collapse...

I'm getting ready to install a FASS fpr 1001 pressure regulator, between the stock FFM and the DB2 IP I have recently installed, to get the pressure from the Cummins lift pump back down to a sustainable 9psi. Don't know what it pushes now, but is rated at around 14-17psi IIRC. The FASS includes...

Quick update. Have ordered a FASS FRP 1001 fuel pressure regulator. As further messing with the timing, hasn't done any good. Along with a GloShift pressure gauge to dial it in. Also ordered a Jake's manual control. May be a week or so for parts to arrive, and get installed.

kinda my thought....... If higher pressure is advancing, I should be going the other way with the pump? Hate the idea of going back to a stock lift, but may have to try it if I cant find a suitable pressure regulator to put inline. Everything I've researched thus far seems to need a vacuum...

I posted with same title in the 6.2 section. Instead of reposting entire thing, please see it there. Concerns DB2 IP conversion onto 6.5. Thanks for any help

Posting in the 6.2 section for reasons that will become obvious. Finally got fed up with the DS4 on the 6.5 and ripped it off the engine. I had a great running 6.2 from an '88 G30 hanging around the shop for a couple of years so decided to use that DB2 as a replacement. (It is a DB2829 4646)...

Here's what I got to work with........ '88 vintage J code 6.2 from a G30 van. Approx 182K miles and running great when pulled from the van about 4.5 years ago. Complete with DB2 with TPS attached. I pulled the pan, inspected bearings, new rear main, and new timing set. Since it came from a van...

Wherein lies the problem....... The 4X4 tranny only has the ISS sensor, the OSS sensor is located in the transfer case and sends a different signal to the prom, which obviously any 2wd TCM will not be able to read. YES, a sensor can be installed in the case, but the reluctor ring on the output...